Flying-boat hull



H. KLECKLER.

FLYING BOAT HULL.

APPLICATION FILED DEC-23, I918.

1,392,279. PatentedSpt. 27, 1921.

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FLYING BOAT HULL. APPUCAUON FILED DEC-23. 1918.

1,392,279, Patented Sept. 27, 19 21.

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H. KLECKLER.

' FLYING BOAT HULL. APPLICATIONHLED DEC-23, I918- 1, 392,279. PatentedSept. 27,.1921.

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HENRY KLECKLER, 0F GARDEN CITY, NEW YORK, ASSTGNOR TOCUR'I'ISS A EROPLANE AND .MOTOR CORPORATION, OF BUFFALO, NEW YORK, A CORPORATION OF NEW YORK.

T 0 all whom it may concern."

Be it known that I, HENRY KLECKLER, a citizen of the United States, residing at Garden City, in the county of Nassau and State of New York, have invented certain new and useful Improvements in Flying- Boat Hulls, of which the following is a specification.

My invention relates to boat hulls of the hydroplane type and more particularly to boat hulls of the class embracing both hydroairplanes and flying boats.

The invention is characterized by a hull or float framework construction especially suited to rapid production at a minimum cost and without undue sacrifice of aerodynamic efiiciency. ,Viewed from the front or rear, or in fact from any angle, it will be noted the hull lines are of pleasing appearance and wholly devoid of sharp or irregular curves. The sides of the hull extend sub- 'stantially vertically throughout their full length and taper inwardly both fore and aft; the deck of the hull while not exactly flat is but slightly, curved in one direction only; and the bottom of the'hull, is of the desired V-form in cross section, and devoid, in so far least a number of them) include separate as possible,of curvature other than the long sweeping curvature fore and aft. 'Being thus remarkably free from all irregular curves, the hull frame work is especially suited to the use of veneer as a covering. An object of the invention, therefore, is to construct the hull frame work along lines adapting it to the use of veneer,v the'veneer being applicable without bending it in intersecting planes.

' The hull is further characterized by an improved and simplified fioor arrangement and'by the use of improved and simplified floor braces. The floors of the hull (or at floor sections preferably V-arranged. These sections make a butt-joint at the keel of the float and extend upwardly in diverging relation from the keel line. They arecross braced by tie-rods or ties and held against separation by the peculiar tie rod construction. The tie-rods are preferably of channel cross section and have their ends turned down to overlap and receive in the pockets thusfformed, the outer or remote'ends of the abutting floor sections. This construction and arrangement is cheap of construcafter set forth and FLYING-BOAT HULL.

Specification of Letters Patent. Patented Sept. 27, 1921. Application flled December 23, 1918. Serial No. {67,998.

tion and entails a minimum of work. Moreover, the bottom is capable of withstanding the heavy hydroplaning stresses without danger of widening or flattening the V- form of the abutting floor sections.

St1ll another characteristic of the invention is the peculiar manner of bracing-the wing beam or beams of the lower wing.

The wing beams are preferably extended into the hull so as to form a composite part thereof and are supported or braced by a number of braces arranged radially about bottom in the vicinity of the chines and also the sides of the hull throughout substantlally their full dept Moreover, by locating the braces in the planes of the sides of the hull, the number of bull frames may be reduced.

Other features of novelty will be hereincifically pointed out in the claims.

' Of the drawings, wherein like'characters of reference designate like or corresponding parts,

Figure 1 is a side elevation of the hull,

Fig. 2 is a plan view,

Fig. 3 is a front end elevation,

Fig. 4 is an enlarged longitudinal vertical sectional view of the forward portion or fore body of the hull,

Fig. 5 is a similar view of the rearward portion or tail of the hull.

Fig. 6 is a transverse vertical sectional view on the line 66 of Fig. 2,

weight of the hull over the novelty per se spe- Fig. 7, is a detailed perspective view of one of the tie rods used for bracing the hydroplaning bottom, and 1 Fig. 8 is a fragmentary plan view of the flat pattern from which the tie rods are formed.

In the embodiment of the invention selected for illustration the hull of'a flying boat is disclosed. It should be understood, however, that certain features of the invention are applicable to other types of float than the flying boat hull. The floor construction and the braces or tie rod construction, for instance, are equally aswell applicable to pontoons used in connection with seaplanes' and hydroairplanes or, if desired, a number of the features of the 1nvention are applicable to purely water craft, i. e. hydro lanes or skimming boats. Viewed rom any angle, the hull, designated in its entirety by the numeral 10, is characterized by an absence of irregular lines or curves. The sides of the hull extend substantially vertically from the ch ne lines to the unwa-les and are tapered 1nwardly at both the bow end and stern end of the hull. The deck of the hull is substantiall flat throughoutits full length. Interme iately of its ends, the hull 1s provided with a cockpit opening 11 within which the flying crew is housed. The bottom of the hull, throughout substantially its Y of special dies or other means.

full length, is of hydroplaning form. From the bow end, the bottom slopes downwardly and rearwardly rather abruptly and thence rearwardly more horizontally to a point substantially amidships. At this. point a rear-' wardl facing step 12 is provided. This step, t e foremost step, lies substantially beneath the center of gravity of the machine, for it is about this point that the machine is longitudinally oscillated in getting off the water into the air. At some little distance behind the step 12, a second step 13 is provided. This step 13 offers a means whereby suction and skinfriction, in hydroplaning,

are reduced. From the step 13, the bottom of the hull inclines rearwardly and upwardl to the stern. That portion of the hull a ead of the step 12 will be hereinafter referred to as the fore body and that portion to the rear of the step 12 as the tail of the machine.

In cross section, the bottom of the hull is of V-form, the acuteness of the V being more or less constant throughout. Like the sides and deck of the hull, the hydroplaning bottom'is devoid of irre ular curves and in view of this characteristic the entire hull is especially suited to the use of veneer as a covering. The veneer, by reason of its inherent characteristics, cannot be bent readily in two directions without resorting to the use or this reason it. is impractical to use veneer in boat construction where the generating lines of the boat body are characterized by irregular curves. The body herein disclosed being remarkably free and infact entirely free from such irregularities or reverse curves is, as intimated, well suited to the use of veneer. The deck, for instance, may be completely covered by two strips or sheets of veneer, one

strip extending from the cockpit opening 11 back to the stern and the other from the cockpit opening forwardly to the stem or how. The sides of the hull, which are vertical, may likewise be covered each with a single strip of veneer. In using veneer on the sides, it will be noted that no bending is required other than the gradual bending at the bow and stern. This bending, however, is in one direction onl be readily effected without resorting to special dies. The bottom also may be covered with veneer, if desired, as the several hydroplanin surfaces are each so formed that but a sing e strip of veneer need be used as a complete covering for each surface.

For added stren th, increased buoyancy and additional hydroplaning area, fin excrescences 14 are provided. These fins emanate at or near the bow'of the hull and. widen gradually to a point substantially amidships, from which point they taper rearwardly for merger into the sides of the hull at points at or near the rear or tail step 13. These excrescences or fins may be likewise covered with veneer. They, however, are preferably built on after the veneer is applied and therefore do not present an irregular surface interfering with the use of continuous strips of veneer as covering for the sides.

In designing the hull, an effort has been made to secure a good streamline form and yet a form well suited to the use of veneer. Veneer is preferred because of its strength and the fact that its use insures a good production job. Rapid production, together with decreased production cost, are the prime considerations in the design of the hull. Its generating lines are such that a minimum number of separate strips of veneer are required and its interior construction (later to be disclosed) is such that a minimum number of parts are used, the decrease in number of parts being securedwithout a sacrifice in strength. Moreover, it is believed that this is the first instance wherein a flying boat hull has been. designed with vertical sides and a flat deck and a construction throughout in which curvature in one direction only exists. This later statement refers more particularly to the sides.

The frame work of the hull includes a keel 15, a falsekeel 16, chine stringers 17 and gunwale stringers 18. The keel 15 comprises a number of keel sections determined by the number of steps. The forward keel section extends from the extreme nose back to the step 12, the intermediate keel section from the step 12 back to the step 13, and the after keel section from the step 13 back to the stern post of the hull. The intermediate keel section at its forward end is let through the step block at the ste 12 and the after keel section is let throng the step block at the ste 13. 'Both sections are notched or shouldered as indicated, to offer direct hearing surfaces and rigid connections at the steps.

As a foundation for the hydroplaning bottom of the hull, a'number of floors 19 are provided. These floors (see Fig. 6) are each preferably of an identical construction although as they progresstoward the bow end of the hull their overall length gradually decreases. Each fioor comprises sepa-- rate floor sections 20,- the sections making a butt-joint in the longitudinal vertical plane of the keel line. The remote ends of the abutting floor sections are carried out beyond the chines of the hull to ofi'era bottom foundation or supporting framework for the fin.

excrescences. At said ends, the floor sections are enlarged as at 21 and have their top faces or edges cut on a bias. Said enlarged ends are tied together'as indicated at 22. The tie means comprises a number-of tie-rods each of which is of a similar construction; the construction being best illustrated in Figs. 7 and 8. Preferably, the tie rods are constructed of sheet metal, stamped out, and subsequently bent on the broken lines (r-?) to provide in effect a channel bar the width of which is equal to the thickness of the floors. A tab 23 is formed upon each end of the metal strip of which the tie rods are formed. This tab is alsov bent to form with the side flanges of the channel bar pockets within which the enlarged ends of the floor sections are seated. After-bending or forming the channel bar, the side flanges and end tabs are either brazed or welded together. For added strength, the tie rods,

like the floor sections 20, are provided within enlarged terminal portions 24. These terminal portions define the ends pockets above referred to and at the same time strengthen the connections between the tie rods and the floors. By extending the enlarged ends of the floor sections into the pockets and 'so ar-" ranging the tie-rods that their ends overlap the ends of the floors, the floor sections are cross braced, inside the hull, and the sections prevented from spreading undereven the most severe hydroplaning stresses. The butt- 1 joint at the keel line is advantageous in that equal if not greater strength is derived than would be the case were the 'V-shaped floors constructed in one piece. Furthermore, the construction of the floors in sections enhances production and at the same time results in a large saving of material.

In addition to the added strength which the tie rods 22 offer in providing a foundation for the hydroplaning bottom of the hull, they. also offer a rigid support for the interior flooring 25. The tie rods, it will be noted, like the floors 19, extend into the fin excrescences at the sides of the hull. Accordingly, they further serve as a rigid cross support it.

brace between the fin edge stringers. These stringers are denoted 26.

' Being especially designed as a flying boat hull, the float herein disclosed is provided 27. These stub wings prefsame profile as the support,

Instead of bracing the wing beams 28 and V 29, as heretofore,'by providing a number of internal braces arranged in a more or less haphazard fashion, an I improved bracing system has been evolved. tem comprises a number of braces 30 and 31, the braces 30 radiating from the forward wing beam 28 and the braces 31 from the rear Wing beam 29. In each instance the braces-30 and 31 not only brace the beams y The bracing sys- 1 28 and 29 in a fore and aft direction, but I they also enter into and form structural elements of the sides of the hull. The braces are located in the planes of the sides of the hull and as illustrated in Figs. 4 and 5, ex-

tend throughout substantially the greater portion of the length of the hull. The pre-.

ponderance of bracing, however, is located in advance of the forward step 12 and extends to the chines of the hull throughout that portion of its length calculated to receive the full hydroplaning stresses during operation on the water. Such an arrangement directly transmits the hydroplaning stresses to the wing beams 28 and 29 and ultimately throughout the aerial supporting structure (not shown). Conversely, the braces, while the machine is in the air, act as a distributing agent in that the stresses, due to the Weight of the hull, are apportioned more or less uniformly throughout substantially the greater portion of its length.

Another reason for arranging and locating the braces in the manner specified is that in flying boats it is customary to locate the motor and power plant (not shown) above the hull and Within the confines of the wing structure. This practice is adhered to in the design of the present machine and although the power plant is not shown, it is to -be understood that the supports designated as 32 and illustrated in Fig. 4 are provided to These supports straddle the wing beams directly adjacent the points of intersection of the beams with the sides of the hull and since the braces are concentrated at this point, it is obvious that'the stresses, due to the weight mass of the power plant arewidely and substantially uniformly distributed.

For added strength, at the foot of the supports 32, aprons 34 are provided. These aprons form with the sides of the hull, suitable pockets within which the ends of the braces 30 and 31 are seated. They, the aprons, bear directly against the inside faces of the braces to stiffen them and at the same time stifien and strengthen the hull sides at the point where the beams 28 and 29 ass therethrough. Particular stress, however, is

laid upon the tie-rod connection between the 1. In a hull for flying boats, the combination with an airplane wing including a wing beam extended into the hull, of a plurality of braces inclosed in the hull and connecting with the wing beam, the arrangement of the braces being such that the airplane wing is effectually braced in a fore and'aft dlrection, the braces radiating from the wing beam and connecting with the bottom of the hull at its chines to directly carry the hydroplaning stresses (while hydroplaning) to the airplane wing and to distribute the stresses due to the weight mass of the hull (while flying) over substantially the entire fore and aft extent of the hull bottom, at least one of the braces at its forward end terminating at a point nearer to the bow end of the hull than to the transverse vertical plane of the wing beam.

- 2 In a hull for flying boats, the combination with. an airplane wing including a beams extended intothe hull, of a plurality of braces inclosed in the hull and connecting with the wing beams, the arrangement of the braces bein such that the airplane wings are eflectuallyaraced in a fore and aft direction, the braces. radiating from the wing beams in the plane of the sides of the hull and connecting with the bottom of the hull at its chines to directly carry the hydroplaning stresses (while hydroplaning) to the airplane wings and to distribute the stresses due to the weight mass of the hull (while flying) over substantially the greater portion of the fore and aft extent of the hull bottom, at least one of the braces radiating from the forward wing beam being sufficiently elongated to brace the hull bottom at a point nearer to its bow end than to the transversevertical plane of the forward wing beam.

3. In a hull for flying boats, the combination with an airplane Wing including a) wing beam extended into the hull, of a p urality of braces inclosed in the hull and connecting with the wing beam, the arrangement of the braces being such that the airplane wing is effectually braced in a fore and aft direction, .the braces radiating from the wing beam in the plane of each side of the hull and connecting with the bottom of the hull at its chines, and an apron inclosed in the hull and located directly beneath the wing beam to overlap and reinforce the several braces which connect with and radiate from the beam. I

4. In a hull for flying boats, a hydroplaning bottom, a floor. comprising separate floor sections making a butt-joint at or near the keel line of the null and a metal tie between the floor sections extended across the hull, the ends of the tie being carried over and beyond the remote ends of the abutting floor sections to effectually tie them together.

5. In a hull for flying boats, a hydroplaning bottom, a floor comprising separate floor sections making a butt-joint at or near the keel line of the hull, and a metal tie between the floor section extended across the hull, the tie being of angular cross section and having its ends carried over and beyond the remote ends of the abutting floor sections to effectually tie them together. 1 g

6. In a hull for flying boats, a hydroplaning bottom, the bottom being of'V-form in U transverse section, a floor comprising separate floor sections, the sections being V-ar- 100 ranged and making a butt-joint at the apex of the angle and a metal tie between the .floor sections extended across the hull and carried over and beyond the remote ends of the abutting floor sections to effectually tie the sections together and at the same time reinforce-the hull bottom.

7. In a hull for flying boats, a hydroplaning bottom, said bottom being of V-form in transverse section, a V-shaped floor and a 11. metal tie between the ends of the floor, said tie being extended across the hull on the in-' side thereof and provided with pockets within which the ends of the floor are seated.

8. In a hull for flying boats, a hydroplaning bottom, said bottom being of V-form in transverse section, a V-shaped floor, and a tie connection between the ends of the floor, the tie being of channel section and provided with terminal pockets withinwhich the floor ends are seated, the tie jointly providing a support for the hull flooringand a means preventing the widening of the V- I shaped floor.

In testimony whereof I hereunto aflix my signature.

HENRY KLEOKLER. 

